Train-control mechanism



H."E. JAMISON.

TRAIN CONTROL MECHANISM.

APPLICATION FILED. SEPT. 24. I921. 1&16

Patented May 16, 1922.

3 SHEETS-SHEET I.

H. E. JAMISON.

TRAIN CONTROL MECHANISM.

APPLICATION FILED SEPT. 24' I921.

Patented May 16, 1922.

' IAWAM 3 SHEETS-SHEET 2.

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H. E. JAMISON.

TRAIN CONTROL MECHANISM.

APPLICATION HLEusEPLu. 1921.

1,416,470 Patented May 16, 1922.

I 3mm t a-rear oairao stares HERIVLON E. Jamison, or WILMOREQKENT UcKY, ASSIGNOR F ONE-FOURTH To 0. W.

MiToHELL, or wit-Moan, KENTUCKY.

TRAIN-enlar erMECHANISM.

1 41QE3Q'Y Q, Specification of mterrat m. "Patented Ma 1e, r922.

" A'pplicatioii'filed September-'24; 1921. Serial Na 502,901.

T 0 all whom it may concern:

Be it known that L'IIERMON Jamison, a citizen of the United \States, residing at l Vilmore, in the county of Jessamine and State of Kentu'cky, havefinvented certain new and useful Improvements in Train-Control Mechanisms, of which the following is a specification, referencebeinghad therein to the accompanying drawings. v

This invention relates--to 'train control mechanisms and 'has 'foran object toprovide a device'tobe'attaohed to a locomotive 'to'shut off the power and apply the brakes when thelocomotive runs onto or past an 'adverse signal.

A further object of the invention istoprovide an improved form of mechanism for closing-the throttlevalve'of a locomotive without manual'assistance and simultane- *ously'a-pplymg the Ellf'fOI' stopplng or=check- "ing a train passing an adverse block.

A further objectofthe invent-ion is'to provide, in combination with a-locomotive,

an electrically-operated winding drum having a lo'cal circuit for'actuating the'same," *with improved 'meansfor closing'the local" circuit when the locomotive 1 passes an adverse-b1ock "and to translate the motion of imits; elements,

mechanical movements and arrangements, as shown in the 'drawin-g,'togetherwith 1116- chanical equivalents thereof, as will be here- *inafter more fully describedand claimed.

such winding drum into means for closing the throttle and applying the air.

With these and other objectsin view the inventioncomprises certain novel parts, combinations, I functions;

J In the drawings: 7 Figure '11s a view ln top plan' of the'improved wmechanism associated wlth such' =-parts of a locomotiveasaremecessaryto' show its operation Figure 2 is a' view of thedevicein sideelevatfi on showin gthe *electrical connections in diagram and conventional; parts of a locomotive. the parts being set in runn'ingposition Figure 3 is a view in'side'elevatiorr of the "members shown at Figure 2' but in'position acquired by theentering' on an adverse block;

Flgure 4 1s a view ofthe cam which sep arates the parts of the structure, shownfrom theside opposite that-seen at Figure 3 Figure 5 is a perspective viewo'f one of the latch members Figure 6 is a-perspective view of one of the switches and air valve;

Figure 7 is a top plan view ofthethrottle and its connection;

Figure 8 is a view in side elevation "of the pony wheels'of a locomotive entering upon andengaging a rampfor "operating the device, and

l igure 9 is asectional view through a rail "and the ramp showing the ponywvheelin 'edgeelevation, as indicated by line 99 of Figure 8.

Like characters ofreference indicate corresponding parts throughout the several views. 1

The present applicationis intended as a companion to application Serial No. 4935293, filed'A'ugust 19, 1921', the structure in that application being shown forenergizingthe track circuits, while the present application is :"fOr employing 'an-energized ramp" con- -nected-in such circuit "organization; 'Thepreferably be by means of a'disk or ring 25 secured tobut insulated from the wheel 26 with a connection. 27 tothe magnet 28 carried upon the locomotive. It is "obvious, thereform-that when the ring 25 strikes the ramp-20 the circuit from the source of energy- 2 lto'the' magnet 28 isclO'sed. v

The magnet 28; "normally-de-energized; i provided withan armature: '29, normally held out of engagement with themagnet by a spring-30. When, however, the magnet 28 is energized as above noted,'the armature 29 is attracted-and a latch 31" engages over the extremity of i said armature; the i move- -ment--being fromthe position shown at Figure 2to that shown at Figure 3'. The

'latch 81 isactuated by a spring-32 E and manual means indicated as the ring 33 is provided for unlatching the armature 29.

The ramp rail 20 is intended to be but a very short section so that current from the source 24 to the magnet 28 is only momentarily employed to attract the armature 29. When the armature 29 is attracted and locked by the latch 31 the contact 34 carried thereby is in engagement with the spring contact 35, as shown at Figure 3, so that circuit from the local battery 36 to the motor 37 is closed by said contacts, the current passing from the battery 36 through the wire 38 to the contacts and from the contacts through the wire 39 to the switch 40, to be hereinafter more fully described, to the motor 37 The motor 37 is provided with a drum 41 with a cable 42 wound about said drum and preferably provided with a counter- I weight 43.

The cable 42 extends from the drum 41 to an car 44 rigidly attached to the latchbar 45 sliding in the keepers 46 and 47. As the cable 42 is wound upon the drum 41 under the action of the motor 37, the latch-bar 45 is moved from full to dotted line position, as shown at Figures 1 and 2. The latch-bar 45 is provided with a pintle 48 which slides in a cam slot 49 formed in the supporting structure. The latch-bar 45 is provided with a finger 50 at its extremity, proportioned to engage in a notch 51 in the bar 52. The bar 52 is connected with the throttle-valve lever 53 through the mecha 'nism to be hereinafter more fully described. The bar 52 slides through a keeper 54 and a turning plug 57 of the valve 58 in the I through the keeper 47, normally in intimate engagement with the under side of the latch bar 45. When the latch-bar 45 is drawn by thewinding of the cable 42 upon the drum 41, the latch-bar is drawn longitudinally, as hereinafter described, the pin 48 holding the finger 50 in engagement with the notch 51 and, therefore, drawing therewith the bar 52 to actuate the throttle-valve lever 53. From the formation of the extreme end of the cam slot 49, however, it will be noted that when the bar 52 has been drawn to such a position as to move the throttle-valve to dotted line position, shown at Figure 1, and shut off the steam, the finger 50 will be released from engagement with the bar 52 by lifting the latch-bar 45, as shown at Figure 3. The latch-bar will, however, continue to move farther after such release and the end will engage against the nose 55 of the lever 56. The lever 56 is fulcrumed upon air line 59. The kick of the latch-bar 45 against the nose 55 of the lever 56 will,

therefore, move such lever from the position shown at Figure 2 with the air line closed,

to the open positionshown at Figure 3, The lever 56 carries an arcuate contact bar 60 engaging between the contacts 61 and 62, which parts constitute the switch, heretofore referred to in its entirety by the numeral 40.

As shown at Figure 3 the parts'have been moved to the position to close the throttle and open the air line, but the contact bar 60 is still interposed between the contacts 61 and 62 and a further and additional and final movement to the dotted line position is employed to open such switch.

The switch 40 being opened the motor 37 is (lo-energized and the latch-bar 45 may be returned to normal or running position by stress exerted upon the rod 63. It will be understood, of course, that the manual rods and 33 will extend within the cab and into position for actuation by the engine driver.

The throttle-valve '53 is provided with. a detent bar 64 with the usual and ordinary manual band member 65. The bar 52 is connectedby means of a link 66 with a bell crank lever 67, which is pivoted to the throttle-valve lever 53 at 68, and to the detent bar at 69. It will, therefore, be apparent that when the bar 52 is drawn by and in engagement with the latch-bar 45, the first pull will be upon the bell crank lever 67 and by reason of its pivoting will displace the detent from the segment 70 and that the continued pull will move the throttle-valve le ver to the dotted line position shown at Figure 1, the movement of. the detent and bell crank lever being shown "explanatorily at Figure 7. 1

The movement of the throttle-valve lever to the dotted line position will shut ofi the steam from the steam chest and, as has been heretofore described, will simultaneously apply the air.

The operation of the device is accomplished. by the engagement of the parts with the charged ramp rail 20 energizing the magnet 28 to attract the armature 29 and close the local circuit. The passing of the locomotive over the charged rail, however, has no effect upon the operation of the device. The closing of the local circuit will close the throttle-valve and apply the air,-as stated, and as a final movement will open the local circuit, so that current of even the local circuit will beonly momentarily employed. The parts being moved, as stated, to the positionto' shut oif the steam and apply the air, arereturned to normal by the application of stress to the ring 33 to release the armature 29 and the circuit closed thereby. and by the application of stress tothe rod 63 to draw the latch-bar 45 to normal or running position. The bar 52 and the latchbar 45 are actuated with the throttle-valve and manually operated.

What I claim is: A

1. The combination with a vehicle carrying a source of electrical energy, of a motor,

means actuated from contact with an object external of the vehicle for closing a local circuit with the source or" energy and the motor, a throttle valve lever, a sliding bar composed of separable parts connected with the throttle valve lever, and means connecting the bar with the motor to move the bar and throttle valve lever to the limit of the lever and means to disconnect the members of the bar upon a further movement.

2. The combination with a locomotive embodying a throttle valve lever and an air brake system including a valve lever, of a motor carried by the locomotive adapted when energized to move the throttle valve lever and open the air valve by engagement with the lever, a local circuit including the motor a source of energy and two switches, manual means for releasing one of the switches for closing by continuous tension thereon, means actuated from contact with an object external of the locomotive for closing the other of said switches and the circuit to energize the motor, and means operated from the operation of the motor for opening the said first-mentioned switch.

3. The combination with a locomotive embodying a throttle-valve and an air brake system including a valve, of a bar slidable relative to the locomotive and connected with the throttle valve and positioned to engage and open the air valve when moved to approximately its limit, a motor adapted when energized to move the bar, a circuit for energizing the motor broken by the movement of the bar, and manual means for restoring the condition of the circuit.

4%. The combination with a locomotive em bodying a throttle-valve and an air valve, of a sliding bar composed of separable parts, one of which is connected to the throttle valve, the other positioned to engage and open the air valve, a motor, means connecting the motor to one of the components of said bar to move the bar to perform said function, means whereby the movement of the bar separates the component elements, a circuit for the motor, a switch interposed in the circuit and opened by the bar at its extreme movement, a second switch in said circuit, electrical means for closing said second switch, and means contiguous to the line of travel of said locomotive for energizing said electrical means.

In testimony whereof I hereunto affix my signature in presence of two witnesses.

HERMON E. JAMISON.

Witnesses:

E. JoHNsoN, VIRGINIA PENN. 

